Railway-car.



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PATBNTED J ULY'31, 1906.

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APPLIOATION FILED MAB. 8, 1906.

H. S. HART, 0. W. MEISSNER & J. OLNEIKIRK.

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, v PATENTED JULY 31 1906. H. S HART, 0. W. MEISSNEREJ. 0. NBIKIRK.

- RAILWAY GAR. APPLIOATION f'ILED 1A3. 8, 1005. I

12 sums-sum 3.

PATENTED JULY 31, 1906. O. W. MEISSNER & J. 0. NBIKIRK.

No..827,63Z. v H. s. HART RAILWAY OAR.

APPLICATION FILED MAR. s, 1905.

12 SHEETS-SHBET 4.

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- PATBNTED JULY '31, 1906. H. s. RT. W. MBISSNER & J. 0. NEIKIRK.

RAILWAY CAR. 'APPLIUATIOF IILEI? HA3. 8, 1905.

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No. 827,682. PATENTED JULY 31, 1906. H. S. HART, 0. W. MEISSNER & L0.NEIKIRK.

RAILWAY GAR,

APPLICATION FILED MAR. 8, 1995. k

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RAILWAY GAR.

APPLIOATiON FILED MAR. 8, 1905- minus-4532M a.

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H. s. HART, 0. w. MBISSNER & J. 0. NBIKIRK.

' RAILWAY OAR.

APPLICATION FILED MAR. 8, 1905. v

I w. E 27 4s 72 QJQZ 12 SHEETS-SHEET 9.

No. 827,632. PATENTED JULY 31, 1906. H. s. HART, 0. w. MEISSNER & J. 0.NEIKIRK.

RAILWAY "GAR.

APPLICATION Hum MAR. a, 1905.

12 SHEETS-SHEET 11.

PATENTED JULY 31, 1906 H. s. HART, 0; W. MEISSNER & J. 0. NEIKIRK.

' RAI WAY OAR.

APPLIQATION FILED MAR. 8, 1905.

12 SHEETS-SHEET 12.

KCCC ix rx UNITED srnrns ATENT un on.

HARRY STILLSON HART, OTTO WILLIAM MEISSNER, AND JOHN OSCAR NEIKIRK, OFCHICAGO, ILLINOIS, ASSIGNORS TO RODGER BALLAST CAR COMPANY, OF CHICAGO,ILLINOIS, A CORPORATION OF ILLINOIS.

RAILWAY-CAR" Specification of Letters Patent.

Patented July 31, 1906.

Application filed March 8, 1905 Serial No. 248,977.

tom sections adapted to form flat bottom portions in one osition andinclined hopper portions in ano'her position and having longitudinalsill mechanism so disposed and so connected with suitable body-bolstermechanism as to form a framework having the desired strength and adaptedto 4 permit the hopper portion of the car to extend downward between theinner longitudinal sills.

The principal object of our invention is to provide a simple,economical, and efiicient railway-car.

' A further object is to provide suitable body-bolsters and a suitableand efficient supporting-framework for a railway-car.

A further object is to provide a convertible car having swinging bottomsections iormin flat bottom portions for the car in one position andforming inclined hopper portions in another position, such swingingbottom sections being provided with and formed in part by longitudinalbeams which swing therewith into position centrally of the car tosupport the load u on the flat bottom and into position along t 10 sidesof the car to form side su ports for the load when the car is used as al iopper-car.

A further object of the invention is to provide a railway-car having asupportingi'ramework comprising side and intermediate longitudinal sillsand suitable body-bolsters secured to such side and intermediatesillsand to the draft-sills, such. bolsters being provided with a bottomplate extending beyond at least one side of the bolster, so as to form atransverse beam. member integral with the bolster and operativelyconnected with the draft-sills.

A further object of the invention is to rovidea car having side andintermediate 0n gitudinal sills and side stakes with suitable means forstrengthening the side stakes and l distributin the breaking strains towhich they are su jectcd in use.

- A further object is to provide means whereby the swinging bottomsections', which form flat bottom portions in one position and inclinedhopper portions in a second position, may have their upper surfaceextending at an incline into position flush withthe inner surface of theside frames, so as to provide no points for lodgment of the load attheir points of engagement with the side frames.

A further object is to provide suitable ransverse end frame or partitionmechanism adapted to extend from side frame to side frame in verticalposition when desired and in inclined position when desired, so as toform inclined hopper portions when in inclined position, whereby the'capac'ity of the car may be restricted or increased, as desired, suchadjustable end portions being rovided with suitable means for forminginc ined extensions of the inclined side hopper portions to close thespace which would otherwise exist between such inclined ends andinclined hopper sides.

A further object is to provide in a car adapted to be converted into aflat-bottom gondola car or into a hopper-car suitable side frames havingside dumping-doors ifor enabling the load to be dumped over the sides ofthe fiat bottom portions and having suitable means for securing suchside dumpingdoorsin closed position and enabling them to be readilyreleased.

Other and further objects of the invention will appear from anexamination of the drawings and the following description and claims.

The invention consists in the features, combinations, and details ofconstruction hereinafter described and claimed.

In the accompanying drawings, Figure 1 is an end elevation of a carconstructedinam side elevation of one end. of the car shown in Fig. lFig. 3, a sectional plan view taken on line 3 of Fig. 1 looking in thedirection of the arrow, the lower side showing the hopper and floorportions and. the upper side having the hopper and floor portionsremoved so as to show the under-frame in plan view; Fig. 4, a sectionalplan view taken on line 4 oi Fig. 2,

showing on the lower side of the figure a plan view of thesupporting-framework and on the upper side a sectional plan view takenthrough the framework at a point indicated by the line 4 on Fig. 2; Fig.5, a cross-sectional elevati on taken on line 5 of Fig. 2 looking in thedirect ion of the arrow and showing the opposite end of the car, theSupplementary top frame being removed from the left side of the figureand the swinging bottom sections in position to form a flat-bottomgondola car, and the righ -hand side of the figure showing the suplementary top frame in position and tFe swinging bottomsections inraised inclined position to form a hopper-car Fig. 6, a longitudinalsectional elevation taken on line 6 of Fig. 5 looking in the directionof the arrow and showing the r arts in the osition shown at the rightside of Fig. 5; l ig. 7, a similar view showing the portions of the carillustrated in Fig. 6, the adjustable transverse end portions being invertical position to give the car its largest capacity; Fig. 8, asimilar view showing the ac justable transverse end frame or partitionportions extending vertically from the top of the fixed hopper portionin position to limit the capacity of the car; Fig. 9, a transverse sect.on'al elevation of a fragment of the car, showing in detail the mannerof connecting the side stakes with the longitudinal sills,

the view being similar to that at the left side of Fig. 5; Fig. 10, aplan sectional detail of one o th 9, showing the side-stake cheek-plateand the rock-shaft-sup orting bracket in section; Fig. 1 1, a detailview in elevation, showing the rock-shaft supporting bracket mountedupon one of the side stakes and the rock-shaft for securing the doorsmounted in such bracket; Fig. 12, a sectional elevation of the partsshown in Fig. 11; Fig. 13, a detail sectional elevation of a fragment ofthe car, showing thesecurin ;-cam for holding the rock-shaft,

and thereb the side du mping-doors, in closed position; F ig. 14, a sideview of the parts shown in F, g. 13, showing the rock-shaft secured in100. ring position by the securing-cam; Fig. 15, a 01 oss scctionalelevation of afrag ment of the car, showing the tight joint between theh rpper-door and the ri id side hopper portion and the means for ajustably securing the 0 main to the hopper-door Fig. .16, a transvers:sectional view in elevation of a fra' ment of the car, taken on line 16of Fig. 3

loo ing in t as direction of the arrow, showing one of the hinges of theswinging bottom sections and one of the channel-beams which form 'portons of such swinging sections; Fig. 17, a detail plan view of the hingemember which is-aecured to the swinging bottom section shown in Fig. 16;Fig. 18, a side eleva tion of the hinge member shown in Fig. 17 Fig. 19,

a sectional elevation of the hinge member taken on line 19 of Fig. 17Fig. 20, a plan 'icw of the other hinge member shown in Fig. 16 securedto the car-frame or hopper; Fig. 2 a side elevation of the hinge membere side stakes, taken on line 10 of Fig.

, 1' and angles 8, all

shown in Fig. 20; Fig. 22, a sectional plan view of one end of the frameof a car provided with our improved bodybolster, showing the manner ofsecuring it to the draft and longitudinal side and intermediate sillsand also showing the bottom plate extending beyond the side of thebolster to form a transverse beam in connection with the bolster; Fig.23, aside elevation of our improved body-bolster and Fig. 24 a centraltransverse sectional elevation of the body-bolster shown in Fig. 23.

In constructing a convertible car in accordance with our improvements werovide a su porting-framework comprising on imdina sills a andintermediate longitu inal sills b, the side sills being formed ofU-beams and the intermediate sills of I-beams. A body-bolster a isprovided at each end of the car, formed of vertical side portions d ande,

extending across the car from side sill to side sill and havingconnecting stifieners or knees f arranged at intervals therebetween,such bolster being secured to the side sills by means of securing platesof angles 9, h, and Ii. The bolsters are each secured to theintermediate sills by means of angles and a bottom coverplate k. Thisbottonr cover-plate extends outward beyond one side of the body-bolster,

as shown in Fig. 22, and is inclined upwardly toward its opposite endsand the ends of the bolster to conform to the contour of the under sideof the bolster, which is inclined downwardly and inwardly toward itscenter, so that its side portionshave their greatest depth at thecenter, as shown in Fig. 23. This bottom plate issecured to the bolsterby means of angle-irons Z and has at its outer edge an angle-iron m,forming a vertical flange portion. The bottom plate being thus dished orinclined longitudinally and provided with an angle-iron extendinglongitudinally of the bolster forms with the bolster a transverse beammember adapted to greatly strengthen the underfr zbntally. It is firmlysecured both to the body-bolster proper and to the intermediate sills bymeans of rivets or in any ordinary and well-known manner.

'A flat top plate 67 extends over and is secured to the side members ofthe bolster, as shown in Fig. 4, by means of angles 68 and to the sideand intermediate sills and draft-sills on opposite sides of-the bolster,thus forming a rigid connection between such parts.

Draft-sills n are secured to end sills o by means of suitable angles pand gusset-plates q and to; the bolster by means of gusset-plates ofwhich are firmly riveted together. The gussetlates 1" are also securedto the curved or 'sh-belly bolster bottom late 7c, already described,'bymeans of this arrangement it will be seen that the bodybolsters are soconnected with the draft-sills and with the'intermediate and side sillsas to form in connection therewith a very rigid supporting-frameworkadapted to resist the the supporting-framework, of which it thus becomesan important memberl It is very desirable in a car of this descriptionto provide suitablev means whereby it may be employed as ahopper-carwhen desired c as a fiat-bottom gondola car and whereby the contents ofthe car when it is employed either as a flat-bottom'gondola or as ahopper-car may be dumped in an efiicient manner. In order to accomplishthese purposes and others which will be readily appreciated by thoseskilled in the art, the inter mediate sills are mounted at a sufiicientdistance from each other to admit a central hopper portion formed of aninclined hopper side u'and swinging dumping-door mechanism 12, pivotallysecured to the car-frame by means of hinges composed of hinge members wand ac and pivots y, mounted in elon ated slots or perforations 2, asshown in ig. 5. The dumping door or doors of the hopper are pro videdwith strengthening angles 2, and the rigid inclined hopper portion issecured to the framework of the car, by means of nailingstrips 3 and 4,suitable nailing-strips 5 being provided along the upper edge of thehopper at the floor-level, upon which flat side floor portions 6 aresecured. The flat floor portions extend from the edges of the hopper tothe side framesover the intermediate longitudinal sills.

ing door or doors.

- scribed, a suitable shaft 7, which extends longitudinally of the car,is rotatably 'mounted in brackets 8 between the intermediatelongitudinal sills and preferably between the rigid inclined side hopperportion and the next adjacent intermediate sill, as shown in Fig. 5, anda plurality of chains 9 are secured to such shaft so as to be woundthereon by the rotation of the shaft, their ends being adjustablysecured to the hopper-doors Q) by means of brackets 10, havingperforations in which I-bolts 11 are mounted and ad justably secured bymeans of nuts 12. The ends of the chains are each directly secured toone of these I-bolts. The len th of the chain may thus be readilyadjuste by turning the nuts in either direction, as desired.

Suitable means is provided for operating the operatingshaft, and therebythe dump- F or this purpose a lever 13 is mounted upon the rotatableshaft 7 and provided with pawl-and-ratchet mechanism comprising aratchet 14 and a pawl or pallet member 15, mounted in a bracket 16 andguide 17 and having a securing-cam 18, as shown in Fig. 1.

In order to provide a tight joint between the bottom of the rigidinclined hopper POT-1 tion and the hop mr-door, an angle-iron 19 issecured to the lower edge of the rigid inclined, hopper portion by meansof a strip 20, to which such angle is secured by means of bolts orrivets 21, so as to extenddownward from the lower edge of the inclinedhopper portion, forming therewith, an angular portion in engagement withthe lower edge of the dumping-door when such door is in closed position.Fixed inclined lower hopper end portions 22 extend at an incline over aportion of the trucks (not shown) and downward between supporting-wheels23, completing the lower portion of the hopper.

Transverse beams or bearers 24 extend transversely of the car, as shownin Figs. 3 and 8, and are secured to the longitudinal sills forming partof the supporting-framework. I

Swinging bottom sections 25 are hinged to the car-frame along the upperedges and at each side of the inclined hopper portion already described,each of such swinging sections being provided at its inner edge with ametallicchannel-beam 26, secured thereto and forming a part thereof.These swinging bottom sections are adapted to be swung into horizontalposition, as shown at the left of Fig. 5, and when they are in thisposition a, flat bottom is provided having central beam portions 26resting upon transverse beams 24 for supporting the weight of the loadupon such swinging sections. They are also adapted to be swung intoraised inclined position, as shown at the right of Fig. 5, and when inthis position the longitudinal beams 26 form. side beams which supportthe load at the side of the car, and the swinging bottom sections whenin this position form inclined hopper portions. These swinging bottomsections are pivotally secured along the opposite upper edges of thehopper by means of hinges. Each of these hinges consists of a hingemember 29, secured to the framework or hopper and having an inclinedbody portion 30, which extends over the edge of the hopper, such hingemember being provided with upwardly-extending lugs 31, each having avertical elongated perforation therein for receiving a bolt or pivot 33,and a second hinge member 34 is secured to the swinging bottom section,having slots 35 for receiving the upwardly- -extending lugs of theopposite hinge member and slots 36 for receiving the tongue portions 37of the swinging bottom sections. These last-mentioned hinge members areprovided with suitable perforations for containing the bolts or pivots35, already described. These hinge members are secured to thenevertheless e raised or theswinging sections.

swin ing-se'ctionsfby means of metal straps 38. y thismeans sufficientplay-is permlt ted betweenthe pivot of the hinge and the lugs having theelongated slots so that in case material becomes lodged .between theedgeof the swinging section-and the frame work or hop er the swingingsection can owered without danger of breaking .the hinges or injury toSide'stakes 27 are secured to thie side sills and extend'upward abovethefloorelevelthe desired-distance to form suitable side supports for theside frames, of-Which theyform ing-doors 39..

The inclined swinging bottom sections are thus adaptedito dump the innerportion of the loadresting thereon, .and they afiord no points forlodgnient of the load. The side dumpin -doors arealso provided withnotches 42 therein for the same purpose mentioned in connection with thenotches in the side stakes. The notch-straps 41 of the side stakes, how-'ever, serve to support the upper edges'of the swinging bottom sectionsand'the longitudinal beam. portions thereof when in raised inclinedposition.

In order to provide. suitable means for firmly connecting the sidnstakesto the supporting-framework, such stakes, as already suggested, extenddownward along'the outer side of the side sills and are firmly securedthereto, andsuitable angle-irons 43 may be provided at the lower endofthe side stakes and secured to the lower end of the side sills. A Ustrap or bolt 44 extends around each side stake and has its inner endssecured either to one of the intermediate sills b, as shown in Fig. 9,by means of nuts 45 crto the outer side sill in the same manner if theside stake'happens to be at a oint between the end of the car and the onof the intermediate sills.

' 'upon the side stakes and to In order to distribute the-breakingstrain pxrovide means for protecting them against t e Wearing effects ofusing plows m dum i the oad through the side doors, suitab e ceek-plates 45, U-shaped in cross-section, are mounted upon the innerside of the side stakes, and brackets 47 are mounted upon the outersides and lower edge 0 connecting-sills 28, which extend fixed conboltsor pivots 55,

- senses of such side stakes, both secured in positionby means of bolts48. v v

' In order to provide suitable means for holding the side dumping-doorsin closed ,lposition permitting them to be readily opened, a roc -shaft49 is mounted just beneath the edge of each of such side doors so astoextend along the outer edge of the side stakes longitudinally of thecar. These rock-shafts are rotatably mounted in the brackets 47, alreadydescribed, and are provided with crank portions 50 of suflicient lengthto reach from their pivotal oints into engagement with the l the sidedumping-doors when they are in. closed'position. The swinging sideframesect1ons are thus secured in pos1- tion to be readily released. Forremovably.

securing the rock-shafts in looking positipn, securing-cams 51aremounted at intervals along the outside and lower ed es of the sidedumping-doors upon suitab e pivots 52 (See Figs. 2, 1?, and 14.) Thesesecurin cams. are swung into position shown in full lines in Fig. ld'tohold the shaft in lockin position and into. position shown in dotted esin said figure for releasing the shaft, and thereby the sidedumping-doors.

It is very desirable to provide suitable means whereby the capacity ofthe car may be restricted or increased, as desired, and where- 'by whenthe car is used as a hopper-car the ortion-or the entire con-' largestpossible pro tents thereof may e dumped. In order to accomplish this,adjustable transversely-extending end frames 53 are mounted between theside frames of each end of the car, movable into vertical position, asshown in Fig. 8, substantially at the end of the lowerfixed' hopperportion for restricting the capacity of the car when in such position.They are also adapted to be mounted in inclined position so as to extendat an incline from a point back of the fixed hopper. portion downward atan incline to the upper edge of such fixed hopper portion, as shown inFig. 6. These transversely-extending ad iustable end frames are held inthe position shown in Fig. 6 by per portion thereof by means ofremovable which enter elongated slots 56. The lower ends of these legsmay be pivotally mounted at the end of the car above metallic sockets57, so that when'the end frames are in inclined position projectingportions of their lower edges will extend into similar metallic sockets58 at the upper edge of the fixed hopper portions, and

port the end frames in such position.

. When the adjustable end frames are in the position shown in Fig.8 tolimit the capacity of the car, the legs 54 may be separated therefoldedagainst the back of such frames. The frames are held in this position bymeans of IIC.

means of legs 54, pivotally secured to the upthe .legs will thus be atthe desired incline to supfrom by removing bolts 55, or they may be rods70, extending through perforations in reside frames and across the backof the adjustable frames. When. mounted in the position shown in Fig. 7,so as to increase the capacity of the car to the greatest ossibleextent, the legs are folded at the bac thereof, and the projectionsonthe lower edges extend into the sockets 57, the rods 70 being placed inperforations 59 back of and in engagem e nt with the end frames near theupper edge 4 thereof. In this position the end frames engage thecorner-posts and are thus securelyheld in position. These adjustable endframe portions are each provided with a pair of flaps or foldablegusset-plates 60-, hinged to the opposite side edges thereof by means ofhinges 61, such flaps being substantially triangular in form, so thattheir upper edges rest against the side frames proper when theadjustable end frames are in in clined position and thus close the spacewhich would otherwise exist between the adjustable end frames andv theends of the swinging bottom. sections which form the upper inclinedportions of the hoppei sides. These flaps or gusset-plates 60 are boltedagainst the transverse end frames when not in use.

In order to enable the capacity of the car to be increased to itsutmost, a top supplementary frame, comprising supplementary side frames62, having stakes '63, which may be secured to the side stakes proper bymeans of bolts or in any desired known manner, and also comprisingsupplementary end frame portions 64-, having swinging end frame-sections65, secured to the upper portions thereof by means of hinges 66, isprovided and mounted upon the top of the permanent side and end frames.The swinging portion 65 of these supplementary end frames extendsdownward and inward at an incline to the upper edge of the transverseend frames 53', alreadydescribed, when in one position, so as to providean inclined hopper end which reaches entirelyfrom. the end of the car tothe hopperou 'lct when the supplementary frames are in position. The carthus has the largest possible capacity consistent with the dumping of lhe entire load automatically: These swinging end portions of the top orsupplementary frame are also adapted to be arranged in verfinalposition, as shown in Fig. 7, when the largest possible capacity of thecar is to be obtained, thus forming with the end frame propersubstantially vertical ends which extend upward to the top of thesupplementary frame and. down to the level of the flat door portions atthe ends of the car.

The car is thus adapted. to be converted in a flat-bottom car or into ahoppencar when the supplementary top frames or b aids are in use, aswell as when they are not wuploycd, and the capacity of the car as adump-car and also a flat-bottom or parhopper open down to substantiallythe fioor-' level when the hopper is in use. This is sometimes desirablefor hauling rails and the like.

WVe claim-- 1. In a railway-car, the combination of side andintermediate sills, body-bolsters connected with the side sills andhaving side members extending transversely across the car from sidesillto side sill and connected with the ends of the intermediate sills,draftsills at each end of the car connected with such body-bolstersrespectively, and a bottom plate extending transversely beyond the sideof each of such. body-bolsters and secured to the intermediate sills.

2. In a railway-car, the combination of side and intermediate sills,body-bolsters connected with the side sills and having side membersextending transversely across the car from side sill to side sill andconnected with the ends of the intermediate sills the lower edges ofwhich side members extend downward at an incline toward theirlongitudinal centers, and a bottom plate secured to the bottom of suchbolster extending transversely beyond the side thereof and upward andoutward at an incline longitudinally thereof.

3. In a railway-car, the combination of sideand intermediate sills,body-bolsters connected with theside sills and having side membersextending transversely across the car from side sill to side sill andconnected. with the ends of the intermediate sills the lower edges ofwhich side members extend downward. at an incline toward theirlongitudinal centers, a bottom plate secured to the bottom of'suchbolster extending transversely beyond the side thereof and upward andoutward at an incline longitudinally.

thereof, and a top plate extending transversely beyond the side of suchbolster andv secured to the intermediate sills.

4. In a railway-car, the combination of side and intermediate sills,body-bolsters connected with the side sills and having side membersextending transversely HIFJSS the car from side sill to side sill andconnected with the ends of the intermediate sills the lower edges ofwhich side members extend. downward at an incline toward. their longitudirial centers, .1. bottom plate secured to the bottom of such bolsterextending transvcrsely beyond the side thereof and 1': Ward. and outwardat an incline longitudinally thereof, a top plate extending transverselybeyond the side of such bolster and secured iitlly-llat-holtom car iscapable of being dii to the intermediate and side sills, and gussetsenses connected with such side sills and having upright side ortio'us,draft-sills secured to one side of eac of such body-bolsters, a bottomplate secured to the other side'thereof'extending transversely of thebolster beyond its upright side member and secured to the intermediatelongitudinal sills, and an angleiron secured to the edge of such bottomplate extending transversely of the car.

' 6. In a railway-car, the combination of side and intermediatelongitudinal sills, a body-bolster provided with upright side portionsextending from side sill to side sill and having their lower edgesinclined downwardly toward the longitudinal center of the bolster, and abottom plate extending transversely beyond the side of the bolster, suchplate being inclined upwardl and outwardly toward its oppositeends antheends of the bolster and securedto the bolster and to the intermediatesills.

7. In a railway-car, the combination of side and intermediatelongitudinal sills, a body-bolster having upright side portionsextending from side sill to side sill the lower edges of which sideportions are inclined downwardly toward the longitudinal center of thebolster, a bottom plate inclined upwardly and outwardly toward itsopposite ends and the ends of the bolster secured to the bolster and tothe intermediate sills and extending transversely of the bolster beyondthe upright side portion thereof, and a top plate extending beyond theupright side portions of the bolster and secured on o posite sidesthereof to the longitudinal siils and draft-sills.

8. In a railway-car, the combination of a supportingsframework providedwith a lower hopper portion, a plurality of swinging bottom sectionspivotally mounted and extendingat an incline above such lower hopperportion forming inclined hopper ortions in one position and movable tosu stantially horizontal position to form fiat bottom porions over thehopper, and channel-beams secured to the swinging edges of such swingingbottom sections and forming a part of the load-sustaining portionof theswinging section. a

9. In a railway-car, the combination of a supporting-framework providedwith a lower hopper portion,- swinging bottom sections ivotally mountedon opposite sides of'such ower hopper portion movable intoload-supporting position over the hop er and into inclined positionlaterally of t e ho men and side frames provided with recesses orreceiving the upper edges of the swinging sections. 10. In arailway-car, the combination of a supporting-framework provided with alower hopper portion, swinging bottom sections mounted on opposite sidesof such lower hopper portion each provided with a beam extending alongits swinging edge and movable therewith into load-supporting positionover the hopper and into inclined position laterally of the hopper, andside frames provided with recesses tor receiving the upper edges of theswinging sections formed by such beams.

11. In a railway-car, the combination of a supporting-framework providedwith a cen tral hopper portion and having side and end frames, swingingbottom sections mounted on opposite sides of the hopper, and a pluralityof hinges for pivotallysecuring the swinging sections in position eachhaving a hinge member provided with upwardly-extending lugs havingvertically-elongated perforations therein, and a hinge member providedwith a pivot extending through the elongated slots in lugs.

12.' In a railway-car, the combination of a supporting-frameworkprovided with a hopper extending longitudinally thereof and havmginclined side portions, fixed horizontal floor portions extending fromeach end of the hopper to the end of the ear, and transverse end framemembers extending across opposite ends of the hopper and movable intoand out of inclined position.

13. In a railway-car, the combination of a supporting-hamework providedwith side and fixed end frames, a central hopper, fixed bottom portionsextending from each lixed end frame to the hopper, swinging bottomsections pivotally mounted on opposite sides of such hopper movable tohorizontal and inclined raisedpositions, and movable trans-- verse endframe portions mounted between the ends of the hopper and the adj aeenton (is of the car and movable -to upright and inclined positions.

14. In a railway-car, the combination of a supporting-framework providedwith side and end frames, a central hopper, fixed end frames, fixedfloor portions extending from such and frames to the ends of the hopper,swinging bottom sections pivotally mounted on opposite sides of suchhopper movable to horizontal and inclined raised positions, movabletransv rse end frame portions mounted between the ends of the hop )erand the adjacent ends of the car and mova le to upright and inclined IIOab e to upright and inclined positions and each provided with aplurality of flaps hinged thereto extending from such transverse endframe member to the inclined swinging botl" tom sections Whensuchtransverse end frame members are'in inclined ositioni '16. Inara'ilWay-cant ecombination of a sup 01i3lflg-.-. framework providedwith side an end'frames; a central hopper, swinging.

V 'ivotally mounted on opposite sides of suc hopper movable tohorizont'al position to form flat bottom portions and to inclinedposition to form inclined hopper portions,.lower adjustable transverseend frame portionsmbunted between the ends of the hopper and theadjacent ends of the car, and supplementary side and end frames removaby mounted above the fixed side frames and provided with adjustable endframe portions movable to inclined position in engagement with the loweradjustable transverse end frames;

17. In arailWay-car, the combination of a supportingframework providedwith side and intermediate longitudinal sills, side stakes secured tosuch framework, cheekplates mounted upon the inner edges of such sidestakes, and U bolts extending around the side stakes and having theirinner ends secured to the intermediate longitudinal sills.

18. In a'railway-car, the combination of a supporting-frameworkprovided. with side stakes, and metallic cheek-plates extending aroundthe inner ed es of such stakes and provided With vertica flange portionsextending upon the opposite sides of such stakes.

19. In a railway-car, the combination of a supporting-framework providedwith side stakes, metallic cheek plates mounted upon the inner sides ofsuch side stakes, metallic brackets mou nted upontlle outer sides of theside Stakes opposite the" cheekpplates, and bolts connecting thecheek-plates and brackets.

20; In a-railWay-car, the comhination of a supporting framework providestakes, metallic cheek-plates mounted upon the inner sides thereof,metallic rackets mounted upon the outside of such stakes opposite suchcheek-plates and provided with perforations for supporting doorsecuringmechanism, and U-bolts ext'ending'around such metallic brackets abovesuch perforations and secured to the fiamework of the car.

21. In a railway-car, the com ,ination of a supporting-frameworkprovidedwith side and frames mounted upon such supporting-frame- Work, sidestakes for supporting the side frames, longitudinally-extending sideframe portions secured to the upper ends of such side stakes, sidedumping-doors nivotally secured at their upper edges to suchlongitudinallyeXtending side frame portions; rock-shafts pivotallymounted on a plane below the lower ed es of the side dumping-doors andprovi ed with crank portionsextending into engagement with such doors shen in'closed position, and cam mechanism pivotally mounted upon theside dumping-doors movable into and out of engagement with suchrock-shafts.

HARRY S'IILLSON HART.

OTTO WILLIAM MEISSNER.

JOHN OSCAR NEIKIRK.

Witnesses:

ANNIE C. COURTENAY, ANNA L. SAVOIE.

with side intermediate longitudinal sills, side and end A

